Combustion-engine



I J. GOOD. COMBUSTION ENGINE.

APPLICATION mm res. 2|, 1917. RENEWED Man, 1920. 1,377,990.

v4 o a a n x Patenped May 10, 1921.

. 3 SHEETS-SHEET 1. 5

f w J J. GOOD.

COMBUSTION ENGINE.

APPLICATION FILED FEB. 21. 1911- RENEWED MAR. 23, I920.

1,377,990. P tented May 10, 1921.

. l 3 SHEETSSHEET 2- avwa'wfoz.

J. GOOD.

COMBUSTION ENGINE.

APPLICATION FILED FEB. 21. 1917. RENEWED MAR. 23. 1920.

1,377,990. Patented May 10, 1921.

3 SHEETSSHEET 3.

Svwewfoz' UNITED STATES JOHN GOOD,

PATENT OFFICE OF BROOKLYN, NEW YORK, ASSIGNOR TO GOOD INVENTIONS CO., OF BROOKLYN ,-NEW YORK, A CORPORATION OF NEW YORK.

Specification of Letters Patent.

Patented May 10, 1921.

Application filed February 21, 1917, Serial No. 149,998. Renewed March 23, 1920. Serial No. 368,158.

To all whom it may concern Be it known that I, JOHN G001), a United States citizen, residing in Brooklyn, New York, have invented the following-described Improvements in Combustion-Engines.

The invention is an, improved means for operating and starting internal combustion engines, particularly those intended for use on relatively heavy fuels, such as low grade gasolene, kerosene and like motor fuels, and also for starting engines using any kind of fuel in coldweather and consists in an organization of flame-producing mechanism combined with the normal charge-proportioning mechanism whereby the suction ef fect created by cranking the engine, by hand 1 or motor, produces instantaneous preliminary and non-explosive combustion, the heat of which is applied to the'engine charge to vaporize it and thereby enables the engine to take up orcontinue its normal operation. The invention includes the vaporization of the engine fuel mixture, in part or whole, by direct contact with the hot combustion products from a continuous flame, or with the flame itself, and also, by the preheating, by such flame, of the passage through which the mixture flows to the engine, or the container of such mixture or of the fuel. The invention also includes the organization of the independent combustion apparatus whereby it is available for heating the fuel or any part of the engine where heat is reuired after the en ine is runnin as for i D example when the fuel is not sufliciently vaporized by the heat developed by the combustion process of the engine itself. The invention further includes various details of structure and operation hereinafter made apparent and which may or may not be employed to carry out the principle of the invention but which are nevertheless important in their several respective functions and are herein broadly claimed.

In the drawings:

Figure 1 is a side elevation of a conventional type of engine illustrating the exhaust and inlet headers in longitudinal section with an independent heating apparatus in? corporating this invention;

Fig. 2 is an enlarged section of the charge proportioner and burner head of Fig. 1;

Fig. 3 a diagram of the electric wiring of Fig. 1;

Fig. 4. an engine with an exhaust header and vaporizing tube in longitudinal section and a modified application of the supple mental combustion means;

Fig. 5 shows in larger scale the suction burner head of 4,

Fig. 6 is a modified type of head;

Fig. 7 a cross-section of Fig. 6; and

Figs. 8 and 9 are a modification showing a different use of the flame and an illustrative form of interlock between the burner head and charge-forming apparatus.

Referring first to Figs. 1-3, the multicylinder engine taken for illustration is equipped with an exhaust heated fuel charge vaporizer and may be assumed to be representative of the type of engine which usesof engine operation. This style of vaporizer is specially suited for engines usingfuel of the grade of kerosene but forms nopart of the present invention which is adapted for use with any kind of engine as above stated.

The charge proportioner or so called carbureter will be recognized as of conventional type comprising a fuel nozzle" 8 supplied with fuel from a float chamber 9 and having primary and secondary air inlets 10 and 11 respectively and a usual choker 52. The liquid .fuel nozzle' will be understood to be correlated to the primary air inlet 10 and t0 the valve spring of the'secondary inlet 11 so as to keep the charge mixture delivered to the engine within thelimits of an explosive mixture, as customary in engine carbureters. These fuel and air entrances, however arranged for this purpose, constitute a charge mixture supply device adapted to give a variable delivery of charge mixture to the engine, according to the manipulation of the throttle 12. The choker valve 52 may be closed as usual in orderto give an overrich charge mixture to the engine.

The supplemental combustion apparatus comprises a suction-operated flame-producing device or burner head 13 discharging its flame and Combustion products, throu h a flame tube 14 into the suction intake the engine, preferably on the inside, or the engine side,- of the throttle 12 and desirably through a restricted outlet such as constituted by the rotary plug valve 15. The flaine tube 14, so connected between intake and burner head, may be variously related to the engine or its char'e-forming appa- '10 ratus for the purposes of t is invention and inside of the engine throttle; in Fig. 8 the tube is short and leads to a combustion cavity in the carbureter and other/methods of utilizing its heat will be obvious. The burner head in Figs. 1 and 2 comprises a main casing or body formed with a nozzle cap 13 central thereto and in which are mounted a liquid fuel nozzle 16 and an air nozzle 17 in aspirating relation to it. The said air .nozzle is merely a restricted entrance 2 for atmospheric air. The fuel nozzle 16 delivers liquid fuel from a constant level fuel receptacle 18 (supplied with the same fuel as used by the engine) at a rate proportional to the velocity of the air jet flowing from the air nozzle 17 but subject to adjustment 'by its needle valve 19. The fine spray produced by these nozzles-is ignited by a pair of single pole spark plugs 20,'the electrode terminals of which extend convergently 3 5 downward from'cavities in the upper part of the nozzle cap directly into the spray and are there bent convergently upward, like .hooks, as' shown at 21 in Fig. 7. The electrodes are thus directly in the path of the 40 liquid spray but liquid impinging thereon is v and lighting system of an automobile. Such circuit is controlled, in Figs. 1 and 2, pm-

drained'away from the gap by virtue of the hook shape, and thereby short-circuit of the gap by liquid is prevented, and in consequence, lgnition' may be reliably accom- 4 plished by current of low value. As shown in Fig. 2 the upwardly convergent terminals of the electrodes are also bent slightly to:

ward the spray nozzle so that the blast from the spray will help drain away the imping- :0 ing liquid. The self-draining shape of the electrodes is particularly desirable where the eng'ne fuel used is kerosene, or where they are perated by' moderate current.

'Prompt electric ignition of the mixture,

' even though in acold state, is accomplished by the fine shattering of the fuel liquid and its mixture with air, which is the principal function of the nozzles 16 and .17' and which effect is enhanced by'the fact thatthe 'air passage receives air at atmospheric pressure or at least considerably higher than exists in the mixture passage of the intake. Air'to supportcombustion. of the spray is admitted into contact with it immediately "bCiyOIId QtS' BQIIIlZ of lgnit on and in such mar;-

point. Dilution of the spray at the igniter may prevent ignition completely or produce explosion, as later explained. In Fig. 2 a

cylindrical perforated shell 22 of thin metal surrounds the spray just in advance of the igniter and divides the interior of the head into a central spray or ignition and mixing space and a surrounding annular admission chamber. Atmospheric air enters this cham-- ber through a spring-loaded check valve 23 and flowing through the perforations in the shell is thus brought into contact with the spray uniformly on all sides and without interfering with the proper ignition. The adjustment of the check valve spring, which is a tapered soil spring, in relation to the orifice of, the air nozzle 17 assists. in establishing the requisite velocity in the latter and'the proper volume of flow through the former to create and maintain certain predetermined rates of inflow of fuel and air --quite the same as in the carbureter, so as to produce continuous and substantially complete combustion throughout the. combustion range of the device. The shell 22 is con nected to the flame passage by a convergent imperforate connecting section 24, and a drain hole 41 may be provided in the bottom of the burner to return to the receptacle 18 any drip of liquid fuel. Such hole also establishes equality of pressure between the ignition space and receptacle. .The spark p ugs 20 are connected in any suitable igniting circuit such as indicated diagrammaticallyin Fig. 3, and which, for example, shows them connected to the secondary of a vibrating spark coil 25 the primary of which is supplied from a'battery which may be assum'ed' to bea storage battery of the igniting marily'by a circuit closer 26 but does not become active until its two, terminal con-. tacts 27 are electrically connected by the rotary switch plate 28, whichplate is mounted on, or moved with, therotary-plug valve '15, and in such relation thereto that the circuit is completed whenever the said plug valve is opened. The said valve is connected by linkage 29, or in any other suitable way,

' using the starting motor. 30, (Fig. 1,) the suction effect thereby established and com-' municated to the burner head, will cause a high velocity air jet to enter it through. the

nozzle 17 inducing a fuel spray from nozzle 16 and a current of larger volume to enter it through the valve 23. The spray first encounters the spark and is ignited and immediately joins the air current and a continuous flame is thereby roduced extending-into or through the ame tube and of greater or less intensity according to the suction produced by the engine. The particular arrangement of burner parts as gradually with no other effect than to di- .minish the intensity of the flame down to a above described, produces a mixture condition which not only permits instant and non-explosive ignition, even of kerosene fuel, but also positively controls the mixture proportions after ignition and regardless of changed the strength of the suction, which latter affects only the" rate of combustion, or flame delivery, as stated. The mixture proportions during combustion are those of an explosive mixture and result in a steady, clean-burning flame. Explosion does not result from ignition because the spark occurs in a relatively rich mixture, too. rich to explode, though capable heating them of igniting and continuing the inflammation.

Thus the mere cranking of the engine with the ignition circuit closed automatically creates a continuous heated flow through the intake and engine passages, and eventually escaping through the normal exhaust, and thereby the coiled part of the flame tube 14 around the spray nozzle 8 in Fig. 2, will become highly heated becoming in fact a bright red in a few seconds.- If the throttle12 is now opened to communicate the engine suction to the carbureter and induce an air flow through the primary inlet 10, the fuel Spray from the nozzle 8 will be discharged into a highly heated region, or into direct contact with the heated coil, and becoming thereby vaporized, will pass to the engine as an explosive mixture more or less completely vaporized. Beyond the throttle 12 this charge mixture may encounter the hot gases from the flame tube 14 to be further heated or vaporized by such contact. As will later appear in connection with Figs. 7 and 8, the throttle 12 may be partly open when the burner comes into action. Relatively large amounts of flame products from the tube 14 may be introduced into the initial'engine charges without impairing their explosive qualities for starting or even for running the engine. The linkage 29 may therefore be designed so that the flame tube is not entirely shut off until after the throttle is well open or opened to some predetermined extent at which the engine is ing'of the valve plug 15 stops the com-bustion in the burner head by discontinuing.

the Suction. Such closing may be done point Where the inflowing airjet is incapable of discharging the liquid from the fuel nozzle. Immediately on re-opening the valve 15 the combustion will be resumed automatically by the efl'ect of the suction produced by the combustion operation of the engine, it being apparent that the independent combustion can be used to supplement the normal engine heat whenever andto Whatever extent desired. The particular linkage mechanismshown in Figs. 1 and 2 is merely illustrative of one form of mechanical control, so designed that if the throttle be brought to a partially closed condition after a period of running, the supplemental heat will then be automatically started, to make up for any "deficiency in the temperature of the engines'exhaust for fuel vaporizing purposes. Certain types of kerosene-burning engines having exhaust heated Vaporizers do not deliver suflicient exhaust heat when idling to continue proper vaporization and this form of linkage control is suitable for these engines. Another type of control is shown in Figs. 8 and 9. It will be understood however that the manner of control whether automatic or manual, is susceptible of, wide variation and that the supplemental suction-induced combustion may be variously applied to the engine and also that the flame tube may serve is controlled by a throttle 30 at its junction" with the burner head. This throttle is opened by a pull rod 31 and when so opened the throttle lever closes the circuit of a magneto generator'32 as indicated by the diagram, so that the spark plugs are thereby connected. Inasmuch as the magneto will be in action when-the engine is turning over, sparking current will be produced simultaneously with the suction produced by the engine rotating means, and combustion will thereby be automatically established as already described. The engine throttle 12 in this form is assumed to be independently operated. The burner headof this form is identical with that already described excepting that the air and fuel nozzles 33 and 34 are each formed of two thimbles of identical size and shape and having flanges at their base ends which are clamped against the ends of the tubular bosses 35 and 36, cast on the burner head body.

The burner head shown in Figs. 6 and 7 is similar in function to those already de-. scribed, 'the fuel shattering means and the igniter being identical in form and arrangement with the same parts appearing in Flg.

- 2. The supplemental or combustion sup-.

porting air is in this case drawn into an air admission chamber 37 in .rear of the air nozzle 17, through a spring-loaded valve 38, and enters'into contact with the ignited spray through a series of holes 39 and between the wings of a stariece partition member 40, being thus broug t into contact the liquid orifice to its associated air orifice serves to maintain the predetermined proportions of fuel and air in the burner besides serving as the shattering means for the liquid fuel. Control of the burner .is in this case by the turn valve 45 which controls the entrance thereto of both airs, that is, of e the atomizing air and combustion supporting air, and which, like the valve 15, may also control the ignition circuit, if desired.

' This valve is arranged to be operated by its fuel by failure to stop link 46, crank arm ,47'and rod 48, by a pedal or hand lever 49, which ma be assumed to be mounted on the dash 0 an automobile. The hub 50 of the crank arm 47 is interlocked with the hub 51 of the engine throttle 12 by the circular cut-out formations of, each of them, which will be seen to be so arranged that the throttle cannot be'widely opened until after the lever 49 has been set to close the 'turn valve 45 and stop the burner. By such means theope'rator is compelled to close or nearly close the throttle before he can start the burner, and to stop the latter before he canopen, or further open the throttle, this arrangementbeing useful in gasolene engines to avoid waste of v the burner and to insure adequate suction for starting the burner. In all of the cases above described the combustion device isautomatically ignited in the sensejthat, with the ignition circuit closed, the mere effect 'of the engine suction establlshes theburner flame without any preliminary attention or manipulation on the part of the operator.

The control of the relative proportions of fuel and air drawn into the flame-producing device, so that they are substantially constant during its use as above described, ex'erc ises the important effect that the combustion 15 clean and that the admission of the scribed, the burner may be turned on or off whenever desired, without effect on the proportions of the nf i xture entering the engine, thus providing or, or accommodating, the

' automatic functioning of the burner for any part of the operating range of the engine or the delivery range of the carbureter. With explosive proportions the products of combustion contain no appreciable excess of fuel or air, which if added to the c'arbureter mixture might alter its proportions or render it unsuitable for efficient combustion in the engine especially at idling, or require a readjustment of the carbureter whenever the burner is in operation. Thusby reason of such control the apparatus herein described is capable of operation on an automatic basis and thereby adapted for use on automobile and like variable speed engines whichmay require supplemental heat intermittently and more at, one time than another. In some forms of this invention, the flame may extend through the flame tube into the intake passage and does so without inflaming the mixture and such use of this invention obviously gives the most rapid vaporization of the liquid fuel in that mixture although, as stated, there is 'no limitation to the manner of use of the supplemental combustion. Reference to this phenomenonis made merely to indicate the scope of the invention and charge-mixture-proportions, and an auto-.

matically-igniting burner connected with said intake and having fuel andair admission means functioning by the suction of said intake to maintain relative proportions serving to support a continuous flame within itself, and an outlet from said burner adapted to deliver the burner products 'into said intake by the effect of the suction therefuel.

2. In combination, a variable-speed internal combustion engine having a throttlecontrolled suction intake including a carbureter and an automatically-igniting burner connected with the suction intake and'comprising controlling means for the admission of liquid fuel and air thereto automatically functioning by the suction effect in Said burner to preserve substantially constant relative proportions of said fuel and air and adapted to burn the same at a variable rate according to variation of said suction effect.

3. The combination of an internal combustion engine and its normal charge-mixture supply apparatus, a source of flame provided with an orifice emitting liquid fuel, a coacting air flow passage and an igniter all automatically rendered operative when subjected to the suction of the engine, said apparatus and flame source being both connected to the engine and adapted for coincident operation to deliver the output of said source together with normal engine mixture to the engine.

4:. The combination of a multi-cylinder internal combustion engine provided with apparatus for producing an igniting cur-. rent, a charge-mixture supply device operated by the engine suction, a burner for furnishing heat to said mixture supplied with fuel and air by the effect of said suction and comprising means for maintaining predetermined rates of inflow thereto of fuel and air respectively and an electric igniter in said burner operated by said current, said burner being adapted to produce flame automatically when subjected to said suction and current.

5. The combination ofv a variable-speed, multi-cylinder internal combustion engine, a device adapted to deliver charge-mlxture thereto at variable rates of flow and a variable delivery flame-producing device for im parting heat to the charge mixture, comprising suction-operated. means for supplying substantially constant proportions of fuel and air to said device throughout varying rates ofdelivery of the other device.

6. The combination of a multi-cylinder internal combustion engine having a suction intake passage, a charge-mixture device having a variable delivery rate, a flame-producng device contalnlng an lgnlter, both de-' vices being connected to said passage and adapted to be coincidently operated by the suction therein, means for automatically establishing. an ignitible mixture of fuel and air in the latter device, said means including air and fuel supply passages relatively so restricted as to maintain predetermined proportions in said mixture when in normal combustion and independently of the rate of mixture delivery of the other device.

in for supplying heat to vaporize the engine 7. The combination of an internal combustion engine, a charge-mixture-forming device, and a flame producing device coincidently operated by the engine suction and the latter device serving to supply heat to the engine charge, each device having automatic means whereby its mixture of fuel and air is constantly maintained of explosive proportions during its normal operation and means including an igniter for automatically initiating combustion in said flame device.

8. The combination of a variable speed v adapted to supply heat to the engine fuel and containing an electric igniter, both devices being adapted to be coincidently operated by the engine suction, means for automatically establishing an ignitible mixture of fuel and air in the latter device, said means including air and fuel supply passages relatively so restricted and controlled as to maintain substantially constant proportions in said mixture when in normal combustion, said two devices being mutually related whereby the flame-producmg device functions only during the predetermined portion of the range of operation of the other, and means operated coincidently with the engine'for delivering'an igniting current to said igniter.

10. The combination of an internal combustion engine, a suction intake passage, a charge-mixture device and a flame-produc ing device arranged to supply vaporizing heat to said passage and provided with means adapting it to burn with a continuous flame at varying rates of combustion, both said devices being connected to and operated by the suction of said passage and mutually related to decrease the combustion rate of the last mentioned device coinc dently with increase of delivery rate of the other device.

11. The combination of a multi-cylinder internal combustion engine having a rotating means for starting it, a charge-mixture device and a flame-producing device, both connected for operation by the suction of the engine, the latter device comprising means functioning by the suction produced by said rotating means for establishing within ito self an ignitible mixture of fuel and air and adapted to maintain continuous flame in said device, an electric igniter for said device automatically energized upon the'operatlon of the engine starting means, said two devices being correlated whereby the act of starting the engine automatically creates flame in the one for imparting heat to the mixture produced by the other;

12. The combination of an i bustion engine having a rotating means for starting it, a suction intake passage,. a

operation of said rotating means whereby said flame-producting device imparts heat to the intake before and after the engine picks up.

13. The combinationinan internal combustion engine having a starting'motor and a suction intake including a carbureter provided with a fuel spray nozzle, of a continuous flame burner having its outlet connected to said intake at a point between said nozzle and engine and provided with an entrance passage receiving air at a higher pressure than exists in said intake at any point between said carbureter nozzle and engine,

, a fuelsupply passage 'coacting with saidair passage to establish a mixture of fuel and air in the burner and an igniter for said mixture adapted to be operated coincidently with the operation of saidstarting motor, whereby the burner furnishes heat to the intake while said motor rotates the engine.

14. The combination in an internal combustion engine having a suction intake including a charge-forming device, of an engine-rotating means and a continuous-flame burner operated by the suction in said intake to heat the engine charge and comprising an igniter adapted for operation coincidently with said rotating means, said burner comprising mixture-producing means functioning ,by the suction created by said rotating means to establish an ignitible mixture of fuel and air in the burner and functioningto maintain a continuous flame in said burner under the ,suction effect caused by the idling operation of'the engine.

'15. In an internal combustion engine, a

; suction intake including a carbureter pro- 'vided with a fuel nozzle and air admission means adapted to produce an engine-oper-' ating mixture, a suction "operated burner having its outlet connected to said intake benternal com tween the carbureter fuel nozzle and the engine and comprising a fuel nozzle delivering 7 entering into the mixture produced by saidcarbureter.

16. The combination of a multi -cylinder internal combustion engine provided with rotating means for starting it, a suction intake and two suction-operated, mixture-producing devices connected therewith, one of said devices containing an electric igniter, and adapted to produce a continuous flame and deliver its hot gases to the intake and each device comprising independent means for normally maintaining its mixture proportions within the limits of explosive mixtures, whereby the engine receives explosive mixture proportions independently of the functioning or non-functioning of said flamero'ducing device. v

17. he combination of a multi-cylinder internal combustion engine of the automobile type adapted to operate under load at variable speeds, a charge-mixture device, a

variable delivery, flame-producing device containing an electric igniter, both devices being adapted to be operated by the suction ofthe engine whereby hot flame products are delivered to the engine together with engine char e mixture, means for automatically establishing an ignitible mixture of fuel and air in the latter device when the engine is cranked over for starting, said means comprising air and fuel supply passages relatively so restricted and controlled as to maintain predetermined proportions in said mixture when the engine is in com- ",bllSbiOIl operation and means adapted to be operated coincidently with the rotation of the engine for energizing said igniter.

18' nan internal combustion engine, the combination of a charge-mixture-supply device and an automatic flame producing de-' vice both delivering to theintake passage of the engine, the latter device comprising an ignition space, an igniter, means auto-.

matically operated by the engine suction for establishing an. ignitible mixture of fuel and air in saidspace and adapted to control themixture proportions offuel and air entering the same, and a relatively restricted outlet from said space through which the products of said flame-producing device pass to the intake.

19'. In an internal combustion engine, the combination of a charge-mixture-supply device therefor,a flame producing device, both connected to the said suction passage of the engine and the latter being organized to admit flame into contact with the fuel delivery of the other device and thereby noncombustibly'i vaporizing the same;

20. The combination of a multi-cylinder internal combustion engine having a rotating means for starting it, a suction intake passage, a charge-forming device having a liquid fuel orifice, a flame-producing device, both devices being connected to said passage and the latter device comprising an ignition space, means operated by the suction in said passage for automatically establishing an ignitible mixture of fuel and air therein, an igniter in saiddevice adapted to be energized coincidently with the operation of said rotating means and a passage conducting flame from said space into contact with the liquid fuel discharged from said orifice.

21. In an internal combustion engine, the combination of a carbureter fuel nozzle and air admission means coacting to produce an engine-operating mixture of fuel spray and air, a suction intake to conduct the same to the engine, a combustion chamber adj acent said intake, means whereby a flame is maintained in said chamber, and an outlet from said chamber into the intake adapted for passing said flame into direct contact with said engine-operating mixture and thereby non-combustibly heating said mixture in transit to the engine.

22. In an internal'combustion engine, the combination with a carbureter fuel nozzle and air admission means coacting to produce an engine-operating mixture, a suction intake for conducting said mixture to the engine and a throttle to control the flow of said mixture, of a suction-operated flameproducing device having its suction outlet connected to said intake between said throttle and engine and adapted to pass flame directly into contact with the mixture therein and thereby serving to heat said mixture without inflaming the same.

23. In an internal combustion engine, the combination of a carbureter fuel nozzle and air admission means coacting to produce an engine-operating mixture of fuel spray and air, a suction intake for conducting said mixture to the engine, a suction-operated flame-producing device receivingcontinuous and substantially constant proportions of fuel and air and organized to maintain a non-explosive flame within itself, and an outlet organized and adapted to pass said flame from said burner into contact with the mixture in said suction intake, thereby noncombustibly heating the mixture in transit to the engine.

24. The combination in an internal combustion engine, of a charge-forming device having a liquid orifice and an air passage leading therefrom to the engine, a combustion device having an ignition space receiving fuel and air and means for controlling the proportions entering the same whereby Y said device produces continuous flame, and

an outlet fromsaid spacedelivering its products into said passage between said liquid fuel orifice and the engine.

25. The combination in an internal combustion engine, of means for rotating it for a starting, means for coincidently producing an igniting current, a charge forming device having a liquid fuel orifice and an air passage leading therefrom to the engine, an automatic combustion device comprising an ignition space and an igniter energized by saidcurrent, and receiving fuel and air by the efl'ect'of the suction of the rotating engine, means for controlling the fuel and air proportions entering said space whereby said combustion device produces continuous flameof substantially constant proportions, and an outlet from said space deliveringits products into said passage between said liquid fuel orifice and the engine.

26. The combination of a multi-cylinder internal combustion engine having. a rotating means for starting it, a suction intake passage, acharge-mixture device provided with a throttle and a flame-producing device, both devices being connected to said passage, the latter device comprising an igniter and means operable by the intake suction for establishing within itself an ignitible, non-exploding mixture of fuel and air and adapted to produce a delivery of continuous flame duringthe combustion op eration of the engine, and a relatively restricted outlet from said device delivering the hot products thereof into said passage between said throttle and the engine.

27 The combination of an internal combustion engine having a suction intake passage provided with fuel and air entrances for forming engine charge mixture, a combus-r' tion device having coacting fuel and air en- 0 trances for automatically establishing a non-explosive ignitible mixture of fuel and air therein, and for maintaining continuous combustion of such mixture, a passage for such flame in heat-transferring relation to said intake passage and a suction connection between said passage and intake.

28. The combination of an internal com bustion engine having means for supplying a flow of charge mixture and using engine heat for vaporizing the same, and a flameproducing device capable of continuous nonexplosive combustion and automatically brought into action to supply heat to said mixture on a predetermined restriction of said flow. a

29. The combination of an internal combustion engine having an exhaust gaspipe, a suction intake including a vaporizer section in heat-exchanging relation to said exhaust pipe, a continuous flame suction burner -having its outlet connected to said intake and delivering its hot combustion products. into said intake by virtue of the suction in the latter and a charge-forming 'device coincidently delivering engine charge mixture into said intake for vaporization by said 30. The combination with an internal combustion engine using heat for vaporizingits charge mixture of a flame producing-device independent of the source of said mixture, operated by the suction effect of the engine and adapted to supply heat to said mixture. i

31. The combination with an internal combustion engine using engine heat for vaporizing its normal charge mixture, of a flame producing device independent of the combustion in the engine supplied with controlled proportions of fuel and air'andarranged to deliver products of combustion into the charge mixture during the combustion operation of the engine to assist the vaporization of the engine fuel.

32. The combination of an internal combustion engine havin a suction intake passage supplied with c arge-mixture proportions of liquid fuel and air, an exhaust gas pipe arranged for transferring heat from the combustion in. the engine to said passage to vaporize the fuel and a continuous flame suction burner delivering into said passage anfil automatically diminishing its combustion rate upon increase of fuel supply to the engine.

33. The-combination of an internal combustion engine having'rotating means for starting it, a suction intake passage receiving heat from the combustion in the engine 'and provided With'means to, supply liquid fuel and air to the engine, a flame-producing-device automatically ignited by the effect of. operating said rotating means and provided with means for supplying controlled portions of liquid fuel and air for .combustion therein and a connection for delivering its products to the intake passage.

34. The combination with an internal combustion engine, its intake passage,

charge-mixture supply device, and throttle,

, of a continuous flame suction burner receiving controlled proportions of fuel and air, an igniter therein and a connection from said space to the said passage located befor rotating it, a suction intake passage provided with means for supplying chargemixture and a throttle betweensaid means and the engine, with a suction-operated combustion device commumcatmg w1th said passage between thethrottle and the engine,

and means associated with said device adapting it to burn with, a continuous flame and at variable rates according to the suction" transmitted to it.

36. The combination of an internal combustion engine," a 'charge-mixture-supply device, and a flame-producing device both connected to, and operated by the suction of the engine, and the latter device comprising .means for controlling the proportions of fuel and air burned in it, and means independent of the engine suction for controlling the rate of-combustion. in said device.

37; The combination of an internal combustion engine having a carbureter, a nonexplosive flame producing device adapted to be operated by suction from the engine and valve means whereby said device is connected to a passage leading to the interior of the engine. p

38. The combination with an internal combustion engine, its suction intake and 39. The combination of an internal c0.m-'

bustion engine having a suction intake with a charge-forming device connected to it and a throttle controlling the charge-mixture, of a suction-operated flame-producing device arranged to heat the charge mixture and having controlling means correlated to said throttle whereby the said flame-producing device is controlled according to the throttle position.

40. The combination with an internal combustion engine having a charge-forming device and a throttle controlling the charge therefrom, of a suction-operated flame-producing device having a controlling member and arranged .to heat the charge mixture and an interlocking connection between said throttle and controlling member. 41. In an internal combustion engine, the combination with the charge forming device thereof, of a flame-producing device, a valve controlling the flow therethrough, an electricf'igniter for said device and an igniting circuit controlled by said valve. 42. In an internal combustion engine, the combination of a charge-mixture device thereof, a flame-producing device adapted to supply combustion-products to the engine and to be automatically put in operation b the suction eflect of the engine, and inclu ing a liquid fuel inlet, an air-jet nozzle, an inlet for combustion supporting air, and an igniter,-'and means for supplymg the same kind of fuel to both devices.

.43. In an internal combustion engine, the

combination of the suction intake thereof,

and a flame-producing device adapted to supply combustionproducts to the engine andto be automatically put in operation by the suction therein and comprisingm suction-operated liquid fuel spraying means, an igniter intercepting the spray and an en-' trance admitting air to and around the spray beyond the igniter, said means being correlated to maintain in said device the proportions of an explosive mixture.

44. In an internal combustion engine, a. flame producin device and a charging forming device both operated by suction in the engine intake and mutually correlated to give coincident deliveries of hot flame products and charge mixture to the engine, said flame-producing device comprising suction means for creating a spray of fuel liquid, an igniter for said spray and means for admitting air to the ignited spray.

45. In an internal combustion engine, inclosed combustion apparatus comprising a flame passage in heat transferring relation to the engine intake passage and connected thereto, a burner head connected to said flame passage and containing a fuel spray inlet; an igniter intercepting the spray and an inlet for combustion supporting air, the said parts being organized to produce ignition and complete combustion within the head and. flame passage under the suction effect imparted thereto from the engine intake and during the flow of the engine charge mixture through said intake.

46. In an internal combustion engine, an intake having a throttle regulating the mixture flowfrom a carbureter to the engine,

.an inclosed combustion device including an electric igniter and adapted for continuously burning liquid fuel, the outlet from said device being connected to said intake, in combination with throttleconnections whereby combustion is established in said device on a predetermined adjustment of the throttle.

47. The combination in an internal combustion en ine, of a suction intake, a suctionoperated c arge proportioning device connected thereto, a suction-operated flame producing device also connected thereto and controllingmeansffor both .said devices also controlling the ignition in the latter device. 48. The combination in an internal combustion engine, of a suction-operated chargeproportioning device, asuction-operated flame producing device, both connected to the suction intake, and the latter device coniprising an electric igniter controlled conjointly with the means connecting it to said intake.

ible spray mixture adapted to burn nonexplosively-and having a suction connection with the intake passage between the choker and the engine, whereby the delivery of fuel carbureter, and a source of current for the igniter adapted to ignite said mixture in a cold state. v

51. The combination in an internal combustion engine having a suction intake including a carbureter provided with a fuel spray nozzle, of a suction-operated burner having its suction outlet connected to said intake at a point between said carbureter nozzle and the engine and having means for producing an ignitible mixture of fuel and air including an entrance receiving air at a higher pressure than exists in said intake at any point between said nozzle and engine and an igniter in the burner, said parts being correlated and combined whereby the burner furnishes heat for vaporizing the engine fuel,

' 52. Inan internal combustion en me, the combination of a suction intake inc uding a carbureter, a suctionoperated burner having its outlet connected to said intake between the carbureter and engine and having an air entrance receiving air direct from at mosphere under the suction efi'ect transmitted from said intake, a passage for conducting liquid fuel into mixture with said air, an electric igniter -in said burner and a source of current therefor adapted to lgnite the mixture at its normal or atmospheric tion therein, and an outlet from said burner to a point in said intake adapted to deliver continuous combustion products from the burner into said intake and a source of current for the igniter adapted to produce said cold ignition.

54; The combination of a multi-cylinder internal combustion engine havin a suction intake provided with a fuel nozz e and air admission means operated by the intake suction to make ,an engine-operating mixture,

a burner containing an igniter and having liquid fuel and air admission means iclud- -mg means for shattering the liquid fuel in the burner organized therewith 'to maintain a continuous, non-explosive flame therein,

said burner beingalso operated by the intake suction and having its outlet connected to'a "point-in said intake between said fuel nozzle and the engine, whereby the continuous flow of the engine-operating mixture through said intake is joined with, and

for shattering the liquid fuel, said shattering means being correlated with the interior burner space to establish a body of relatively rich spray mixture therein which is diluted with air adjacent the wall of said space,'and thereby adapted to maintain a continuous, non-explosive flame within the burner, an outlet from the burner opening into the said suction intake at a point between the carbureter fuel nozzle and the engine and delivering hot burner products to said intake by virtue of the suction effect in the latter, and a source of current for the igniter adapted to ignite the mixture in a cold state. q a

56. In an internal combustion engine, a

suction intake passage provided with fuel and air admi$1on means adapted to roduce an engine-operatingimixture, a ame space or chamber adjacent to said passage adapted to transmit heat'thereto by conduction through the wall thereof and provided with an outlet for flame products into the interior of said intake, a suction-operated burner containing an ignition space and igniter connected with said flame chamber and arranged to projectflame transversely into the same against said heat-transmittin .wall therein.

-5 In an internal combustion engine, a

mit heat thereto by conduction through the Wallfthereof, an outlet near one end .of said chamber-to the intake passage, and a burner head containing an ignition space connected to said flame chamber near the other end thereof and adapted to be operated by the suction effect therein to deliver flame into and along said space;

58.. In an internal combustion eng1ne,a

- suction intake including a. carbureter for producing an engine-operating mixture, a'

burner having a suction outlet connected to said intake to supply hot products thereto for heating said mixture, means for conducting fuel to the'burner, an air valve opened by the intake suction and servingto control the proportions'of fuel and air admitted to the burner, and an igniter for the burner adapted for operation coincidently with the operation of the engme.

59. The combination with an internal combustion engine having a suction intake including a carbureter, of a suction-operated burner having an ignition space, connected to said intake, anelectric igniter therein, fuel shattering means adapted to produce a fuel mixture therein which is ignitible in a coldstate, a chamber containing a body of liquid fuel, a passage for conducting fuel therefrom to said shattering means by the effect of the intake suction and a source of current for said igniter.

specification.

JOHN GOOD.

In testimony whereof, I have signed this 

